Brake construction



Aug.

T. F. RAINSFORD BRAKE oNjsTRUcTIoN original Filed April s, 1925 :s sheds-sheet 2 attoznmj Aug.l 7, 1928.

T. F RAINSFORD BRAKE 'ConsTlwcTIoNy Original Filed April e, 1925 a sheets-shea 3 'Patented Aug. 7, 1928.

i' mitteilt;

,UNITED STATESI PATENT OFFICE.

l THOMAS F. BAINSFORD, OFlDETROIT, MICHiG-AN, ASSIGNOR OF ONE-FOURTH T THOR/[AS C,J WHITEHEAD, OF DETROIT, MICHIGAN,

`:BRAKE CONSTRUCTION.

Original application filed Aprile, 1925, Serial No. 21,137. Divided and this application filed December 17,

1925. Serial No. 76,072.

The invention relates to Vehicle brakes and more particularly to a system of operating brakes in connection with motor vehicles. One of the objects of the Winvention is to provide means for braking the steering as well as the non-steering` wheels of a motor vehicle.. A further feature of the invention resides in the provision of means for relieving the braking force-applied to l0 the steering wheels after a predetermined steering angle has been reached. A further object of the invention is to provide a braking systeln including a service' brake control for -normal operation of the four wheels of the vehicle and also an emergency brake -control for braking the propeller shaftor the like of the motor vehicle. The invention further .provides the service and emergency brake control pedals in such a relation that both pedals may be readily operated simultaneously or selectively with one foot of the operator. A further` feature is theVM provision of an arrangement of the trol without requiring the operator to shift his foot laterally or longitudinally. A further provision is a fluid brake system including means for maintaining a desired" presforce to the vehicle wheels vand the power shaft. A still "further object is to provide a fluid brake construction associated with a vehicle wheel whereby the parts of the brake arejreadily demou-ntable and accessible for repair, inspection andthe like.

With these and othercbjects in view, the invention resides in the novel features of construction and combination and arrangements of parts as more fully hereinafter described and claimed. l

This application is a division of my copending application Serial Number 21,137, filed April 6, 1925.`u In the drawings'in which like reference characters indicate corresponding parts, Figure l is a diagrammatic View showing 'the operation of the various parts of the braking system; u

Figure 2 is a section view through one of the steering wheels of the vehicle showaccelerator `pedal and the 'brake control,l pedal so that either is readily under cony sure of fluid for use in applying .the brakingl units.; I

Figure 2^`is a detail fragmentary viewfirv' showing the connection between the braking 5 5 element and one of the springs acting to release the same; Y

Figure 3 is a rear elevation of the brakeA unit shown in'Figure 2';

Figure 4 is a detail view showing in ele- 60 vation the main control device;

`Figure 5 is a section view along 5-15 of Figure 4';

Figure 6 is a plan view showing the relation of the various control pedals;

Figure 7 is a detail elevation view showing `the manner in which the service control pedal andthe accelerator control pedal may be selectively operated without requiringr longitudinal or lateral shifting of the 7.0 i

'foot of the operator; l

Figure 8 is a detail elevation view of the steering vwheel control device;

- Figure 9 is a view along 9 9 of Figure 8; and l' 75 Figure 10 is a side elevation view partly in section 'of the steering wheel control device shown in Figure 8. l

Referring to Figure 1, reference character A indicates the rear axle of a motor vehi- 30 cle, B indicating the front axle thereof. Mounted on Ithe front and rear axles respectively are the steering wheels C and the nonswivelled or non-steering wheels D. E indisure a suitable iiuid indicated at F, Such as oil, or the like. G indicates a pump for conducting the fluid from the sump H through the conduit l0 past' the check valve 11 and thence to the supply tank, F. 124 indicates 9o` a by-pass or shunt pipe around the pump G, this pipe having a check valve :123 normally seated by a spring 12b. 13 indicates a vent in the supply tank normally closed by a suitable cap or the like 14. For'maintaining a. 95 desired pressure of fluid inthe supply tank F, theoperation of this part of the device is as'follows: .The pump G forces 'fluid from the sump H into the supply. tan F, thus compressing ajc'ertain amount of air ab'ove 100 the Huid in tank F determinable ythe cap 14. By releasing the cap 1/ al certain amount of the trapped air will be allowed to escape from the supply tank and in this manner the desired pressure in the supply tank may be obtained so that when such pressure is reached the capacity of pump G will not permit additional fluid to be forced past the check valve 11. Thereafter, the fluid will unseat valve 12 against the action of spring 12b 'so that the fluid will merely be by-passed around the pump by reason of the shunt pipe 12, the check valve 11 preventing the escape of the fluid under pressure back toward the pump. The spring 12b is sufficiently strong to keep the valve 12 seated until the predetermined desired pressure is reached in the supply tank. 15 indicates a. conduit connected at 16 with the main control device J. This device as will be hereafter described, includes a. service brake control pedal 17 and an emergency control pedal 1S. The pedal 17 is adapted to control the supply of fluid'from the pipe or conduit 15 through the service outlet 19 and thence to the T-coupling 2f).- From the coupling 20 the braking fluid is supplied rearwardly through the ipe 21 to act Aon the brake units associated with the rear wheels D for applying a braking force to the latter as will be hereafter described. Fluid also is conducted forwardly from the T-coupling through the pipe 22 to the steering wheel control de- 4 vice K. This latter device is adapted to conduct the fluid through the branch pipes 23 to act on the brake units associated with the front wheels C for braking the same. As will be hereafter apparentthe steering wheel control device K also includes means whereby the fluid may be applied to the brake units associated with the front wheels equally up to a predetermined amount of turning of said wheels, after which amount of turning the fluid will be automatically released from the brake units and will travel back to the sump H by reason of the auxiliary return pipe 24. L indicates a transmission housing through which the power shaft 25 passes in accordance with the usual construction. 26 indicates a universal joint included in the length of the power shaft. M indicates a power shaft brakeimit whereby a braking force may be applied to the power shaft by reason of fluid supplied from the pipe 27. The supply of fluid through pipe 27 is controlled by the emergency control pedal 18 which acts to conduct fluid from the supply ipe 15 through the emergency outlet 27.

he construction of the main control device J is such that on release of the control pedals 17 and 18, the fluid from the wheel brakes and the power shaft brake unit M respectively will return through the outlets 19 and 27 and thence pass through the main return 28 to the sump H. Referring to Figures 2 and 3, I have illustrated one of the brake units M which is shown in connection with one of the steering wheels C. The steering wheel C is rotatably mounted on the hub 29, the hub being secured to the casting 30 which is provided with the upper and lower bearing portions 31 and 32 for receiving the king pin 33 whereby the wheel C is swivelly mounted in accordance with the customary practice of mounting steering wheels. The casting 30 is provided with a flange part 34 and at right angles thereto is a second flanged poi tion 35. The flange 34 is provided with laterally extending key ways or gear teeth 3G for slidably receiving the frusto-conical braking element 37. The braking element 37 is provided with a strip of braking material 38 adapted to contact with the frusto-conical flanged brake drum 39 preferably integrally connected with a cover plate 40 carried by the wheel C. 41 indicates a shoulder forming a stop for the braking element 37 when the latter is in disengaged position with respect to thebrake drinn 39. At suitable intervals as shown most clearly in Figures 2 and 2^, the casting 3() is provided Vvwith slots 42 for accommodating pins 43 which pins have one end secured in the brake cle-y ment 37 and have their opposite ends extend-y ing inwardly of the recessed portion 14 of the casting 30. The pins 43 are each engaged by a resilient member such as the4 spring 45. One end of each spring 45 is rigidly secured at 46 to the casting 3f). The spring 45 is preferably detachably engaged with the pins 43 whereby upon removal/of the wheel C from its hub 29, the pins 43 will 'Ill be readily accessible for engagement or disengagement of the spring 45 and thc pin 43 engaged thereby. B reason of the springs 45, it will be noted tiat the braking element 37 is normally urged against shoulder 4l in a position of disengagement with respect to the brake drinn 39. 47 indicates an annular expansible chamber surrounding the flange 34, the expansilile chamber 47 having one end hearing against the relatively fixed flange 35 and having its opposite end hearing against the axially slidable braking elcment 37. Fluid under pressure from the pipe 23 is adapted to enter the expansihle chamber 47 to act on the braking element 37 whereby the latter is engaged with the brake drum 39 for applying a braking force to the wheel C.

The wheel C is preferably of the quick demountable type by reason of the. nuts 43 and 49 which normally retain the wheel upon the hub 29. The cover plate 40 normally forms a housing in connection with the recess 44 whereby the connection between the springs 45 and pins 43 are inaccessible and are protected 'from dust. dirt and the like. It will be noted however, that upon removal of the wheel C from hub 29, the cover plate 4() being removed therewith, the connection between the pins 43 and springs 45 will be lll) readily accessible, Awhereby these parts may be disconnected. The braking element 37 as Well as the other parts of the brake unit M? i may then be readily removed for purpose of inspection, replacement and the like. 3 j

While I have shown the brake unit M 1n connection with one of thesteerng wheels of the motor vehicle, it should be understood that the brake units associated with the rear wheels D and the brake unit M associated with the power shaft are similarlyconstructed. For example, the brake unit M is provided with a flange -35 rigidly mounted on vthetransmi'ssion housing L, the annular ber 53 is connected with the service control expansible chamber 47 bearing against the flange 35 to urge the braking element 37 into engagementwith the brake drum 39 carried bythe power shaft 25. In this man- V` ner fluid under pressure introduced through the pipe 27 will enterthe expansible chamber y47 to apply a braking .force on the power shaft 25. l

' Referring to- Figures 4 and. 5, I have shown invdetail the construction of themain control device J. This control device preferably comprises a main castingO which is substantially H-shaped. I The vertical portions of the casting 50 are bored at 51 and 52 respectively to slidably receive the control valve members 53 and 54. The valve memv lease chamber which is connected byia port 60.,.with the service outlet y19.` `The valve `member 54 is similarlyk constructed, being provided with. a port 56 adapted to registerV with the portl 57 which also communicates with the supply chamber 58. The valve member 54 is also adapted to control the passage of fluid from the outlet 27' to the release chamber 59 by reason of a port sfmilar to that shown at 60, The emergency control pedal 18 may be provided with a detent 61 'adapted to engage a shoulder 62 to lock the valve member 54 in its depressed position. For kengaging the detent 61 with the shoulder 62, the detent rod 63 may be provided with van actuating lug 64 engageable by the foot of theoperator. n A rIn describing this part of my invention i. when it is desired to apply a braking pressure to the vehicle wheels, the operator will engage the` service control pedal with his foot and causethe valve member 53 to move downwardly against thev action of the spring 55. In this manner, orts 56 and 57 will be aligned 'whereby flui from the 'supply tank `y' l" F1S willpass from the.v supply chamber 58 rough thelports' 57 and' 56 and thence to 'the service outlet 19. yilhe downward movement of the valve member 53 will serve to cut off the communication of the release chamber 59 with the lservice outlet 19 through the port 60. yfflhe fluid from service outlet 19 will pass to 'the T-coupling 20 and thence to the front andlrear brakes C and D as aforesaid. Upon release ofthe service control pedal 17, the spring 55 will urge the valve member dupwardly into the position shown in Figures 4 and 5 whereby the ports 57 and 56 will be restored to their former position, thus shutting off' the supply of. fluid to the wheel brakes. Simultaneously the service outlet 19 will be brought into communication with the release chamber 59 by reason of the port 60. Thus, the fluid pressure from the vehicle wheel brakes will be relieved, the fluid passing from the rel'lease chamber 59 through the main return pipe 28 to the sump H. As'will be hereafter described, I prefer to automatically release the braking pressure applied to the front wheel brake C upon reaching a predeterminedpsteering movement. Vihen such a device -is used, the fluid applied to the front wheel brake units is returned to the sump by the auxiliary return pipe 24h1- dependent-ly of the main control device J.

In each instance, however, the fluid from the device J and the main return pipe 28.

brake ,units associated with the rear wheels f D willbe returned to the sump by reason qi.y the pipe 21, service outlet 19, main control The operation of the emergency controlpedal 18 forV applying a brakingforce to the brake unit Mis substantially similar' to that described in connection with the service control pedal .17. Upon downward movement of' the valve member 54, t-he ports 56, and 57 are registered to conduct fluid from the supply chamber 58 to the 4emergency outlet 27 and thence through the pipe 27 to the brake unit M. If it is desired to apply the brake for a considerable period of time as in parking the automobile, the detent 61 maybe engaged with the shoulder 62 to hold the valve member 54 in its lowered position. When the valve member 54 is restored to its upward position' the port 56 is disengaged from port 57 andthe fluid from the brake unit M is allowed to escape from pipe 27, `emergency outlet 27 thence to release chamber59 and thereafter through the main return pipe 28 to the sump H. t

y Referring to Figure 6, 65 indicates 'the accelerator control pedal which may be of the usual construction whereby the passage of fuel tothe engine is controlled. It will be noted that the accelerator control pedal 65 is located adjacent and aligned with the service control pedal'17 whereby as shown in Figure 7, the foot 66 of the operator may selectively engage the service control pedal and the accelerator control pedal by a slight rocking movement of the toot. Thus, the operator may engage either ot these pedals without shifting his foot laterally or longitudinally thereby facilitating the operation of the automobile. rIhis quick operation or control of the ear which is afforded by the relative positioning of the accelerator and service control pedals will be especially useful in operating the car in congested traflic conditions, my invention making it, possible to substantially instantly, either check the advance ot the car. or cause the same to be moved by the engine.

The arrangement shown is also such that the einergeney control pedal and the service control pedal may be either selectively engaged by the foot of the operator or these pedals 17 'and 18 may be simultaneously engaged. This is possible by locating the pedals 17 and 18 close adjacent each other whereby the foot of the operator may be caused to bridge the pedals and cause simultaneous downward movement ot the valve members 53 and 54. Referring to Figures S, 9 and 10. G7 indicates the `steering gear worm which is commonly used for applying a steering movement to the front wheels ofthe motor vehicle by reason of its connection with the usual steering post (not shown). The steering gear G7 is provided with an integral shaft 68, the upper end of which is bored at 69 to form a chamber for receiving the fluid from the pipe 22 which is connected with the T-eoupling 20 as shown in Figure 1. The bored portion of the shaft G8 is provided with the diametrieally opposite ports 7() which communicate with the oppositely extending conduits 71. The conduits 71 are formed b v reason of the rotatable member 72 which., is keyed at 73 with the shaft G8 and also by reason of the stems 74 of the arcuate shape valve slioes. The steering wheel oontrol device K is provided with a circular shaped casing 7G providing. whollow chamber 77 within which the rotatable member 72 operates. 7S and 79 indicate ports in the casing 7G respectively communicating with the branch pipes 23 leading to the front wheel steering brakes C as shown in Figure 1. 80 indicates an opening from the chamber 77 the opening 80 communicating with the auxiliary return pipe 24 which leads to the sump H as shown in Figure 1.

In operation of this part of my invention with the parts ip the position shown in Figure 9, fluid tromthe main control device .I is adapted to pass upon actuation of the service control pedal 17 through the pipe 22 to the bored portion 69 and thence through the oppositely extending conduits 71, through ports 78 and 79 to the branch pipes 23 whereby the fiuid is conducted to the brake units associated with each of the front wheels C. Upon release of the service control pedal 17 the fluid will pass from the brake units associated with the front wheels through the branch pipes 23 and thence back to the main control device J, main return pipe 28 and sump H. I have found that where brakes are used in connection with the steering wheels ot an automobile there is a tendency for such brakes to bind when the brakes are applied during a. steering movement of the wheels beyond a predetermined amount. Up to this predetermined amount, the full braking effort may be applied to the steering wheels without resulting injury or other detrimental efi'ects to the brakes used in con ncction with the front wheels.l Itis also undesirable to apply the full brakingy force to the front wheels beyond a predetermined steering movement because of the difficulty in steering the wheels when they are positioned at relatively sharp angles. My invention includes means for automatically relieving the fluid pressure applied to the steering wheel brakes after the steering wheels have reached a predetermined anglo of steering movement and again applying the brakes automatically when this angle is reduced. For accomplishing this purpose the valve shoes are adapted to be moved by reason of their connection with the steering gear G7. When the steering gear 67 is operated to swivel the steering wheels C the valve shoes 75 together with the conduits 71 will be rotated with respect to the port 78. The port 78 is preferably somewhat wider circumferentially than the conduit 71 whereby the conduit 71 will continue to register with the ports 78 and .79 for a certain predetermined amount of movement of the rotatable member 72 which is actuated through the steering gear 67. However, after this predetermined amount ot movement of the rotatable member 72 has been reached further steering movement will rotate the valve shoes 75 beyond the ports 78 and 79 to cause the flow of fluid through the conduit 71 to be stopped by reason of their being brought into engagement with the casing 76. Simultaneously the ports 78 and 79 will be caused to register with the chamber 77 of the steering wheel control device K, thus permitting the Huid from the front wheel brake units to pass through the branch pipes 22 into the chamber 77 and thence through opening 80 and auxiliary return pipe 24 to the sump H.

Instead of employing the steering wheel control device K it will be obvious that my invention may be readily used in connection with a braking system whereby the fluid is introduced to all four wheels of the motor vehicle without relieving the braking force wheels, of a fluid pressure operated means' either thev rear or the 'brakes thermore, ifdesired, the power shaft brake unit may be dispensed with. It is also lobvious that other changes' may be made in, the system as described such as dispens'mg'with front steering wheel 1 While it is believed that from the foregoing description the nature' and advantages of my invention will be readily understood, I desire to haveit understood that I do not limit myself to what is herein shown and described-land that such changes may be resorted to when desired as fall within the'scope of the claims. s

What I claimas my invention is z l. The combination .with apair of steering wheels-of fluid pressure operated means for braking the `wheels equally 'inf-astraight ahead movement, means whereby the brakfing of the respective wheels is equal upon swlvelling said steering wheels up to a predetermined steering movement, and means automatically operable upon a swivelling movement beyond said predtermined` steering movementfor relieving the braking force to said wheels. y

2. The combination with a vehicle having a pairof swivelled steering wheels and a pair of nonswivelled wheels of liuid pressure operated means for braking the respective wheels equally in a straight `ahead movement, means whereby the braking of the respective wheels is equal upon swivelling said. rsteering wheels upto a predetermined steering movement, and means automatically ,op-

`erableupon a swivellingmo'vement beyond the said predetermined steering movement for rmitting a greater. braking force to be app ied to said nonlswivelled wheels than to ,the other of said wheels.,`

"3: The combination with'ta pair of steering for braking said wheels, and means effective upon a steering movement of 'said .wheelsfor automatically relieving the braking :force applied to both of said wheels,

4. The combination with la pair of steering wheels of a fluid pressure operated brake unit for each of said wheels, a source 'of fluid under ressure, a supply pipe for conducting saidpiuid-rom said source to said brake units, a steering wheel control device for controlling the flow of fluid through `saidisupplyy pipe, said device including a member movable upon asteering movement of said steering wheels for automatically releasing the fluid pressure apphed to the steering wheel brake units upon a predeter-` mined `steering' position of the steering wheels.

5, The combination with a pair of steering wheels, of a fluid pressure operated brake unit for each ofsaid wheels, a source of fluid under pressure, a supply pipe for conducting said fluid from said source tov said brake units, a return pipe for conducting the fluid away fromthe brake units, and

Vthereby relieving the braking of the steering wheels, a steering wheel control device including a member movable with one of said steering wheels for controlling the flow of fluid from said-source to said brake units and from" said brakev units to said return pipe, said movable member automatically rc lieving the .iluid pressure. applied .to the steering wheel brakes after the steering wheels have reached a predetermined angle of steering movement.

6. kThe combination with a pair of steering wheels, of a fluid pressure operated brake unit for each of said wheels, a source of fluid-under pressure, a steering wheel con-- trol device comprising a casing forming a chamber, a pair of ports formed in the cas-v ing, conduits between said ports and said brake units respectively, a member movable l in saidchamber and provided withconduits normally communicating with said ports respectively, meansfor moving said member with said vsteering wheels, a supply pipefor conducting said fluid from said source to the last said conduits, and means effective upon a predetermined steering movementfor placing said ports in communication with said chamber whereby the Huid pressure in the first said conduits is relieved.i

` 7. The combinationwith a motor vehicle having a plurality of wheels and braking mechanism associated with saidwheels for applying a braking effort thereto and a proi peller shaft for transmitting power from the motor to said wheels, of meansforapplying a braking effort to said propeller shaft, a control pedal for operating said propeller braking means and a second control pedal adjacentv the irst said control pedal for operatingthe said wheel braking mechanism the relative locations of said pedals permitting simultaneous or selective operation by the foot of the operator of the vehicle. i

8. The combination with a motor vehicle having a plurality of wheels and braking mechanism associated with said wheels for applying a braking effort thereto and a propeller shaft for transmitting power from the motor to said wheels, of means for applying a braking eilort to said propeller shaft, a control pedal for operating said propeller braking means, and a second control pedal adjacent the rst said control pedal'for operating the said wheel braking mechanism the relative locations of said pedals permitting simultaneous or selective operation by the foot of the operator pf the vehicle, said motor vehicle' provided Vwith an accelerator control pedal positioned engage cach of said accelerator and second said pedals selectively with his foot without shifting his foot laterally or longitudinally.

9. In a brake system for vehicles, a supply tank for storing a fluid under pressure, fluid pressure operated braking means for applying ay brakingr force to some of the. Wheels of the vehicle, a` main control valve for controlling the supply of fluid from said supply tank to the said wheel braking means. a sump. means for conducting the fluid from the wheel braking means` to the sump upon release of the braking force, and a pump for conducting the fluid from said sump to thc supply tank. a shunt pipe around the pump, und means for bypassing the fluitl through said shunt pipe after the pressure of' the fluid .in the supply tank has reached ar predetermined amount.

lt). In ay brake system for motor vehicles, a, supply "tank for storing a fluid under pressure. a brake unit associated with a. steering wheel of said vehicle, a steering wheel of said vehicle, a steering wheel control device, a main control device for controlling the passage of fluid from said supply tank to said steering wheel control device, means for conductingr fluid from the steering wheel control device to said brake unit, a sump, a conduit connecting the sump and said steering wheel control device, means controlled by a predetermined steering movement for conducting the fluid from said brake unit through said conduit to the sump, and a second conduit connecting the sump and main control device for returning the fluid from .said brake unit to the sump for steering movements less than that aforesaid.

11. In a brake system for motor vehicles, a supply tank for storing a fluid under pressure, av brake unit associated with a steering wheel of said vehicle, a steering wheel control device, a main control device for controlling the passage of fluid from said supply tank to said steering wheel control device, means for conducting fluid from the steering wheel control device to said brake unit, a sump, a conduit connecting the sump and said steering wheel control device, means controlled by a. predetermined steering movement for conducting the fluid from said brake unit through said conduit to the sump. and a second conduit connecting the sump and main control device for returning the fluid from said brake unit to thesump for steering movements less than that aforesaid, and a pump for conductin, r the fluid from said sump to said supply tank.

1Q. In a, fluid pressure brake system for motor vehicles having a power shaft. a sup ply tank for storing fluid under pressure, brake units associated with .some of' the wheels of the vehicle. av brake unit associated with the power shaft of t-he vehicle, a main control device having means for controlling the supply of fluid to said brake units, a sump, and means controlled by said main control device for conducting the fluid from said brake units to the main control device and thence to said sump.

13. In a fluid pressure brake system for motor vehicles having a powerI shaft, a supply tank for storing fluid under pressure. brake. units assticiated with some of the wheels of thc vehicle. ay brake unitv associated with the power shaft ofi thc vehicle, a main control device having means for controlling thi` supply ot' fluid to said brake units. a sump, and means controlled by said main control device for conducting the fluid from said brakey units to the main control device and thence to said sump, a steering wheel control device, and means dependent upon a predetermined steering movementI for conducting the fluid from some of the brake units associated with the wheels of thc vchicle for conducting the fluid from the last said brake units directly to the sump.

ll. In a fluid pressure brake system for motor vehicles having a power shaft. a sup ply tank for storing fluid under pressure. brake units associated with some of theI wheels of' the vehicle. a brake unit` associated with the power shaft of the vehicle, a main control device having means for controlling the supply of fluid to said brake units, a sump, means controlled by said main control devicc for conducting the fluid from said brake units to the main control device and thence to said sump, a steering wheel control device, means dependent upon a predetermined steering movement for conducting the fluid from some of the brake units sociated with the wheels of the vehicle for conducting the fluid from the last said brake units directly to the Sump, a pump for conducting the fluidv from said sump to the supply tank, ay shunt pipe. around the, sump. and means for lay-passing the fluid through said shunt pipe after the pressure ofthe fluid has reached a predetermined amount.

15. The combination with a pair of steering wheels, ofl a fluid pressure operated means for braking said wheels. and means for automatically relieving the fluid pressure applied to the steering wheel brakes after the steering wheels have reached a predetermined angle of .steering movement and again applying the brakes automatically when this angle is reduced.

1G. The combination with a pair of steering wheels. of a fluid pressure operated means for braking said wheels. and m `aus effective upon steering movement. of said whccls for automatically relieving the fluid pressure administered to both front wheel brakes.

In testin'iony whereof I aflix my signature.

THOMAS F. RAINSFORI). 

